Bike EXIF » Honda motorcycleshttp://www.bikeexif.com
Bike EXIF is a showcase for the world's most exciting custom motorcycles, from cafe racers to bobbers to street trackers.Wed, 04 Mar 2015 00:03:55 +0000en-UShourly1http://wordpress.org/?v=4.1Happy Landings: Clockwork’s CB750 customhttp://www.bikeexif.com/cb750-custom
http://www.bikeexif.com/cb750-custom#commentsTue, 24 Feb 2015 17:01:50 +0000http://www.bikeexif.com/?p=19395Read more »]]>
Samuel Guertin used to spend his days wrenching on choppers—the kind that fly. But after a decade working as a helicopter mechanic, he decided that customizing cars and bikes was more fulfilling.

So he changed his flight path and Clockwork Motorcycles was born, with a base in the countryside half an hour east of Montréal, Canada.

This CB750 custom is called Fury, and it’s Clockwork’s fourth build. “When I found the donor—a 1971 model—it was pretty funny to look at,” explains Samuel. “It was a weird, failed attempt at a gothic bobber-slash-chopper. It deserved better fortune.”

Samuel decided to make the CB750 a little more chunky and curvaceous. It was time for a well-judged series of subtle nips and tucks.

That meant shortening the frame at the rear to a more bobber-esque length, while the swing arm was extended by two inches and hooked up to a pair of Progressive Suspension rear shocks.

The extra visual bulk required more meat up front, so Samuel has installed a set of Suzuki GSX-R600 forks. They’re non-inverted units for a more period correct feel, and fitted via a custom-made aluminum triple tree and front hub. The GSX-R also donated its front brakes—now fed by a Nissin master cylinder via braided stainless steel hose.

The modified oil tank (below) is an especially neat touch, appearing at first glance to be a stock side cover. There’s custom fabricated panel on the lefthand side to match.

The wheels are 16-inch Harley-Davidson items, laced with stainless steel spokes and nipples, and wrapped in Firestone Deluxe Champion rubber. (Samuel knows he’ll get flack from some quarters for his tire selection, but that’s okay).

For the seat, he settled on a shape that would complement the bike’s beefy new demeanor. Ginger at New Church Moto was responsible for the upholstery: a classy mix of leather and suede.

Clockwork’s mods are more than just cosmetic though. The engine has been completely stripped down and rebuilt, fitted with CNC-cut valve seats and bored out to 836cc with a Wiseco kit. A stunning set of Keihin CR29 race carbs handle the fueling, with a four-into-one stainless exhaust system providing the soundtrack.

Samuel has thoroughly reworked the wiring too, with a full Motogadget installation that includes the m-Unit control unit, a Motoscope Tiny speedo, m-Switch handlebar switches and an m-Lock keyless ignition. It’s all powered by a small Lithium-ion battery stashed in a hand-built electronics box.

The cockpit is equally tidy, with custom-bent clip-ons, leather-wrapped grips and a small headlight. Bullet turn signals were installed, and the quirky taillight is from Prism Motorcycles.

When it came to the CB750’s final paint scheme, Samuel had little interest in bright colors or complex designs. “I didn’t want anything flashy or shiny to steal the show,” he says. “It’s all about lines, shapes and curves—so all the colors are muted tones.”

The final color scheme is sublime, flattering the Honda’s brawny new lines just as intended. Monsieur Guertin has certainly found his calling, and thankfully it’s nothing to do with choppers.

]]>http://www.bikeexif.com/cb750-custom/feed0Ready to race: Sacha Lakic’s CX500 cafehttp://www.bikeexif.com/cx500-cafe-racer
http://www.bikeexif.com/cx500-cafe-racer#commentsWed, 04 Feb 2015 17:01:39 +0000http://www.bikeexif.com/?p=19258Read more »]]>
Who’d have thought that the humble Honda CX500 would one day join the CB750 and SR500 as a staple of custom builders? The poor man’s Guzzi—once loved only by despatch riders—has fast become the sweetheart of the custom world.

The CX500 works best when builders manage to straighten out its awkward lines. And who better to do that than an experienced automotive, furniture and architectural designer? Cue Sacha Lakic, who runs a studio in Luxembourg and likes to add the occasional motorcycle to his portfolio.

This ’82-model CX500 was found by Sacha at George’s Garage—a shop owned by friends. It was standing in one corner of the garage, with an assortment of parts scattered on a shelf in another.

“I have always been a great fan of the motor of this machine,” he says, “a magnificent 80-degree V-twin, full of character.” From the onset, he decided to keep the bike’s overall design as sleek and minimalistic as possible in order to draw attention to the engine.

Sacha also liked the CX’s stock fuel tank. So he kept it, tilting it forward 10-degrees for a more dynamic feel. The Honda’s subframe wasn’t as fortunate though. It was replaced by a custom-made rear end that includes a mono-shock and solo seat arrangement.

The swingarm’s been reinforced, and the shock itself is an Öhlins unit lifted from a Ducati 851. It’s matched to a set of adjustable Marzocchi RAC forks up front—their beefy 50mm stanchions held in place by custom triple trees. There’s a hand-made fender mounted to it as well.

The wheelset is equally special: 17” Excel rims laced to one-off hubs. They’re kitted with Dunlop Sportmax Mutants—tires designed for supermotard use. Braking is handled by Nissin calipers, with a Rizoma reservoir up top. The engine’s been rebuilt too, and a CBR125 radiator plumbed in.

To match this CX500’s sporty lines, clip-ons and rear-sets have been fitted—the latter adapted from a CBR1000. And the cockpit has been trimmed down with a smaller headlight, speedo and tacho.

Emphasizing the engine layout even more is a gorgeous two-into-one exhaust system: starting with y-shaped headers and terminating in a box-shaped muffler underneath the bike.

Sacha’s finished his CX500 in a simple matte black, red and aluminum livery, similar to the colors of the Voxan Black Magic he designed ten years ago. (We love how all the engine fins have been polished for a contrast effect.) The bike now tips the scales at a mere 125kg.

Less weight, sharper lines and much-improved handling sounds like a winning formula to us. Only one question remains: could Sacha Lakic please build more bikes?

]]>http://www.bikeexif.com/cx500-cafe-racer/feed0From Safari to Street: 66 Motorcycles’ XR600http://www.bikeexif.com/xr600
http://www.bikeexif.com/xr600#commentsTue, 27 Jan 2015 17:01:58 +0000http://www.bikeexif.com/?p=19197Read more »]]>
Few motorcycles can tackle the Australian outback as well as a Honda XR600. This is the machine that kick-started Honda’s 18-year Baja 1000 winning streak, and the reliability and raw power of the mighty XR have made it a desert racing legend.

The 1996 model we’re looking at here was originally set up for the brutal Australasian Safari. And it was pretty tired by the time Sixty-Six Motorcycles of Perth got their hands on it.

“It’d had a hard life smashing through the outback, and was showing its age,” says Sixty-Six’s Peter Ellery. “We decided to create a thumper which had attitude, but with a clean aesthetic.”

Peter’s first port of call was finding the right fuel tank—but the frame’s awkward backbone complicated matters. Eventually the team settled on a Honda CB250 unit. “It had the right proportions and a period look—so the tunnel was modified and on she went!”

Next, they lopped off the XR600’s subframe and fabricated a new, slimmer one to complement the tank’s lines. Resting on top is a custom-made tan leather seat.

Thanks to a pair of 17” SM Pro rims, the stance of this XR600 is now more motard than desert racer. The rims are laced to Talon hubs, and wrapped in Shinko 705 rubber. The front forks have been rebuilt and lowered to suit the smaller wheels.

Sixty-Six redid all the XR’s wiring too—in the process moving the ignition to under the seat in a neat little aluminum box. They also installed and rejetted a Mikuni TM40 flat-slide carb. The new exhaust muffler is an off-the-shelf item. (According to Peter, it took a few mandrel bends to make it fit the header pipe.)

There’s a 7” headlight up front, and the turn signals, tail light, mini-switches, grips and mirrors are from Posh Japan. But the heat shields, chain guard and single-sided front fender bracket were all made in-house.

Sixty-Six opted to finish the XR600 (now dubbed “X ON”) in subtle hues. Dave Williams handled the tank, while the frame was powder-coated black and the engine painted in a black wrinkle.

It’s the perfect retirement for a bruised old racer. We reckon it’ll be just as much fun on the street as it was in the sand.

So when we saw a fuel tank adorned with Maxwell’s artwork pop up on his Instagram account, we were immediately curious. And it turns out that the rest of the bike is just as cool.

It’s based on a 95-model Honda CB 750, and it’s been put together by Robinson’s Speed Shop of Leigh on Sea in England. Proprietor Luke Robinson met Maxwell at The Bike Shed event, and they hit it off.

“I’m a massive fan of his work,” says Luke, “so it was brilliant to meet him in person.” Luke commissioned Maxwell to paint a leather jacket for his wife, and the idea of collaborating on a motorcycle followed soon after. The CB 750 was the perfect candidate.

Work began with the subframe: Luke fabricated a new one with a tighter angle and made up a new seat unit designed to also accommodate the electronics. The fuel tank’s from a Honda CB500T—it’s had a new tunnel welded in, so it fits on the wide CB 750 backbone.

But as the bike started coming together, it didn’t feel quite right. “The first dry build looked out of proportion, and like a drag bike,” says Luke. “So I ended up shortening the swingarm by 60mm.”

Luke also dropped the front suspension by 40mm to improve the stance. He’s used a custom-made top yoke, machined to fit a Motogadget Motoscope Mini instrument. (Which unfortunately didn’t arrive in time for the photo shoot.)

“Being a racer myself, I still wanted the bike to be used on track—with another tank though,” says Luke. “Handling is top of the list and still a work-in-progress. It’ll probably result in a front end swap later.”

Luke rebuilt the CB’s engine with new rings and bearings, and had the heads gas-flowed. The bike’s been thoroughly rewired too, and now runs off a small Lithium-ion battery, hidden under the swingarm.

For the exhaust, Luke’s fitted a Danmoto muffler to headers that he hand-made. They’ve been designed to hug the engine a little more, to cater for the drop in ride height.

To replace the air box, a set of air filters were made by bonding filter foam to aluminum housings. “I spent a long time getting the correct length on these—the Venturi effect sure helps iron out the flat spots you get from foam or cone filters.”

Danmoto also supplied the rear-set pegs, and Luke’s fitted clip-ons, adjustable levers and Biltwell Kung-Fu grips. The only switches left on the bars are the kill switch and start buttons. Everything else has been relocated to under the seat.

When all was said and done, the CB was wrapped in black and sent to Maxwell to apply his art—his only brief being to include the shop’s name. “I’m a strong believer that if you’re a fan of someone’s work, then let them do their thing,” says Luke.

Maxwell’s executed his typically kooky artwork beautifully, using a gold leaf technique. And even to our jaded eyes, this CB 750 wears it well.

]]>http://www.bikeexif.com/honda-cb-750-custom/feed0Back To The Future: custom Honda Nighthawkhttp://www.bikeexif.com/honda-nighthawk-750
http://www.bikeexif.com/honda-nighthawk-750#commentsWed, 10 Dec 2014 17:01:11 +0000http://www.bikeexif.com/?p=18906Read more »]]>
Some custom shops like to breathe new life into old motorcycles. Others put a vintage spin on modern machinery.

Tito and Jose of Spain’s Macco Motors have gone for the vintage approach with this CB750, and it works a treat. You’d never guess at first glance, but it’s actually a 2002 Honda—the model better known as the Nighthawk 750, and a machine with less graceful lines than its predecessors.

To sweeten the clunky lines, Macco Motors borrowed a tank from a 1973 CB750 Four. It had to be restored, and then altered to fit the newer 750 frame.

They then re-engineered the rear end of the frame and the area under the seat to be neater, and to be able to accommodate a steel battery box and custom-made seat. The subframe now ends in a sharp point rather than a loop, tracing the outline of the café-style perch.

The new battery box not only holds the battery, but also the starter relay and rear brake reservoir, mounted on small brackets. The rest of the electrical bits are hiding under the seat hump.

Wrapping up the bodywork are a pair of hand-made steel number boards, complete with grill-lined vents. The front fender is the original Honda item, shortened.

The CB750’s engine was opened and treated to a new set of gaskets. The carbs were cleaned and the airbox ditched in favour of a set of filters. A pair of megaphone mufflers was adapted to fit the CB’s stock headers, and the whole setup was tuned.

To tidy up the cockpit, the standard handlebar mounts were cut off and the top yoke welded up and polished. It’s now equipped with a set of clip ons from Tarozzi, grips and a 5¾” headlight from LSL, and a small analog speedo. Tiny turn signals and a Mongrel-style tail light—mounted on a custom license plate bracket—have also been fitted.

To finish everything off the frame, engine and tank were painted in a striking black, metal and red color scheme to emphasise the CB750’s sharp new lines.

It’s the perfect addition to Macco Motors’ blend of modern tech and classic style. And—since “Spitfire 09” was a commissioned build—we’re willing to bet Jose and Tito were sad to see it go.

These days, the family-run race team is also a big name on the Japanese custom scene, with a huge range of hop-up parts carrying the famous blue-and-yellow logo. The company has just turned 40, and to celebrate, they’ve turned the Honda CB1100 into a classic café racer.

Being Moriwaki, there’s a serious amount of engineering going on here. The highlight is the lightweight fuel tank, which is crafted from three blocks of billet aluminum. It’s built using 5-axis machining—the same method Moriwaki uses for its Moto2 racebike frames.

The seat unit is also machined from solid aluminum billet, and designed to be as light as possible without compromising strength. With kicked-up styling, it instantly removes the slightly staid vibe of the stock CB1100—plus a much-needed few kilos of weight, too.

Power gets a boost from a stunning black one-piece exhaust system, but the Moriwaki engineers have wisely focused on dropping weight. The stock engine is smooth and torquey, but the showroom CB1100 weighs the wrong side of 500 pounds.

So we get a truncated rear subframe, a new steering stem, top yoke and clamps, and lightweight foot controls. The bike veritably drips with featherlight parts, like carbon and aluminum side covers, headlight brackets and compact lights.

To keep the rear end planted, Moriwaki have installed Öhlins shocks. And sitting right above them is the only splash of color on the CB1100: a beautifully finished tan leather seat.

It looks absolutely gorgeous and you can bet it’s a blast to ride. So will it go on sale? Unfortunately, no. According to Jin Sasaki of Moriwaki’s Race Department, there’s over $50,000 of work in this CB1100.

“Some of the parts are one-offs,” he tells us, “and too expensive for us to reproduce at reasonable pricing for the public. But we’re considering selling some of the bolt-on parts.”

“I wanted the complete opposite—a lightweight, cheap and strong motorbike. A bike I could use every day, and everywhere.” The “Dirty Sandy” project was born.

The Honda NX650 Dominator was the perfect candidate: bulletproof and easy to find parts for, with ample power and disc brakes at both ends. “I wanted to keep the spirit of the Dominator,” says Nico, “but refine the modern 90s design—with a low budget.”

Since reliability and cost saving were paramount, Nico left the engine, air box and electrical system stock. In fact, he didn’t even strip them from the frame: using basic tools, he only removed the bits that needed replacing or repainting.

The frame itself received a minor edit. After many unsuccessful attempts, Nico turned to fellow Parisian Willie Knoll of Clutch Custom Motorcycles, and asked him to build a seat for “two small asses.”

At the same time, two inches was trimmed off the rear of the frame. Nico had originally wanted a new rear loop added in, but this would have meant sending the entire frame off for powder coating—something the budget didn’t allow for.

Vintage Honda CB fuel tanks are a popular mod on Dominators, but that wasn’t the look Nico was after—so he chose a 1984 XL250R tank instead. It only holds 10 liters for a whopping range of 110km, but, as Nico quips, “That’s the price you pay for a cool design!”

He also re-routed the bike’s exhaust, fitting a set of GB500 headers with a stainless steel muffler. (Apparently the combination sounds incredible.) Other mods include a 19” front wheel and a vintage enduro headlight with the lens painted yellow. The grips are from Oury, and the tires are dual-sport Continental TKC80s.

Nico calls his Dominator “the perfect big toy for Paris.” With good ergonomics and practical mods—it even has fenders—we’d agree.

And judging by these photos, it’s just as much fun outside the city. Would you take it for a ride?